AU2016332501B2 - Drive for a water-borne means of transport - Google Patents
Drive for a water-borne means of transport Download PDFInfo
- Publication number
- AU2016332501B2 AU2016332501B2 AU2016332501A AU2016332501A AU2016332501B2 AU 2016332501 B2 AU2016332501 B2 AU 2016332501B2 AU 2016332501 A AU2016332501 A AU 2016332501A AU 2016332501 A AU2016332501 A AU 2016332501A AU 2016332501 B2 AU2016332501 B2 AU 2016332501B2
- Authority
- AU
- Australia
- Prior art keywords
- coolant pump
- drive
- supply unit
- pump supply
- unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Ceased
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63G—OFFENSIVE OR DEFENSIVE ARRANGEMENTS ON VESSELS; MINE-LAYING; MINE-SWEEPING; SUBMARINES; AIRCRAFT CARRIERS
- B63G8/00—Underwater vessels, e.g. submarines; Equipment specially adapted therefor
- B63G8/08—Propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
- B63H21/383—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like for handling cooling-water
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K9/00—Arrangements for cooling or ventilating
- H02K9/24—Protection against failure of cooling arrangements, e.g. due to loss of cooling medium or due to interruption of the circulation of cooling medium
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Ocean & Marine Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Power Engineering (AREA)
- Cooling Or The Like Of Electrical Apparatus (AREA)
- Control Of Electric Motors In General (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates a drive (1) of a water-borne means of transport, such as a submarine or a ship, the drive (1) comprising an electric motor (3), a first coolant pump (4), a second coolant pump (5), a first coolant pump supply unit (6) and a second coolant pump supply unit (7). The first coolant pump supply unit (6) is connected to a first control sub-unit (17) and to a second control sub-unit (18) for data communication, and the second coolant pump supply unit (6) is connected to the first control sub-unit (17) and to the second control sub-unit (18) for data communication.
Description
Drive for a water-borne means of transport
Field of the Invention
The invention relates to a drive for a water-borne means of transport. A ship or a submarine are examples of water-borne means of transport.
Background
Submarines or ships are often operated with electric drives, which drive the screw, in other words the propeller of the submarine or ship.
Summary of the Invention
A coolant pump, for example, is provided for cooling the drive. With the aid of the coolant pump, for example cooling channels of a stator of the electric machine or a cooling device, such as a heat exchanger for cooling air can be fed with cooling liquid.
The invention seeks to provide a drive of a submarine or a ship, which has reliable cooling.
It is an object of the present invention to substantially satisfy the above desire.
Reliable cooling may improve the operational capability, for example of the submarine or ship.
In an aspect of the invention there is provided a drive of a water-borne means of transport, the drive comprising: an electric motor operably connected to a first coolant pump and a second coolant pump, a first coolant pump supply unit and a second coolant pump supply unit, each of the first and second coolant pump supply units being operably connected to both the first and second coolant pumps, and a first control sub-unit and a second control sub-unit, each of the first and second control sub-units being operably connected to both the first and second coolant pump supply units for data communication, wherein the first coolant pump can be operated by the first coolant pump supply unit or the second coolant pump supply unit and wherein the second coolant pump can be operated by the first coolant pump supply unit or the second coolant pump supply unit.
AH26(22676141_1):TCW la
A drive of a water-borne means of transport, such as, for example, a submarine or ship, has an electric motor. The electric motor can for example also be operated by a generator and is used for example as a drive motor for the shaft of the
2016332501 20 Jun 2019
AH26(22676141_1):TCW
PCT/EP2016/Ο71171 / 2015P19117WO water-borne means of transport, with which a propeller can be driven. Cooling air or a cooling fluid, for example, is provided for cooling the electric motor. Cooling with cooling fluid, can occur for example directly or indirectly. In the case of direct cooling with cooling liquid, the liquid is guided, for example, through cooling channels in the stator of the electric motors. In the case of indirect cooling with cooling liquid, cooling air, for example, is guided through cooling channels in the stator and the cooling air is cooled in a heat exchanger, which is fed with cooling liquid, by the cooling liquid. The drive has a first coolant pump, a second coolant pump, a first coolant pump supply unit and a second coolant pump supply unit. The first coolant pump and the second coolant pump are for example designed such that they have a pump mechanism for the cooling liquid and an electrical machine for driving the respective pump mechanism.
A drive of a water-borne means of transport, such as a submarine or ship, can be designed in such a way that the drive has an electric motor, a first coolant pump, a second coolant pump, a first coolant pump supply unit and a second coolant pump supply unit, wherein the first coolant pump supply unit is connected to a first control sub-unit and to a second control sub-unit for data communication, and wherein the second coolant pump supply unit is connected to the first control sub-unit and to the second control sub-unit for data communication. Therefore, an error in data communication to a control sub-unit can be compensated since one of the control sub-units can also control both coolant pump supply units. Therefore, the control sub-unit can be redundantly configured, as can the data connection of the control subunits to the coolant pump supply units.
PCT/EP2016/Ο71171 / 2015P19117WO
In one embodiment of the drive, the first coolant pump can be operated with the first coolant pump supply unit as well as with the second coolant pump supply unit. The coolant pump supply units have a power supply for the electric machine of the respective coolant pump. The power supply has for example an inverter, which feeds the electric machine of the respective coolant pump.
In one embodiment of the drive, not only can the first coolant pump be operated with the first coolant pump supply unit as well as with the second coolant pump supply unit, but the second coolant pump can also be operated with the first coolant pump supply unit as well as with the second coolant pump supply unit.
It is thereby possible to achieve a redundant coolant pump connection to the drive. This can be achieved for example in permanent magnet-excited synchronous machines as a drive for a submarine .
A redundant coolant pump connection can increase the functional availability of the drive motor for the water-borne means of transport in the case of a malfunction of a coolant pump supply unit or a coolant pump. This can prevent, for example, the cooling capacity of this cooling circuit failing completely in the case of a malfunction of a coolant pump supply unit. This would lead to a reduction in the maximum output power of the overall traction motor (drive motor). This power limitation reduces the fields of application of waterborne means of transport, as for example a submarine illustrates .
PCT/EP2016/Ο71171 / 2015P19117WO
In one embodiment of the drive, the first coolant pump supply unit has a power converter, which can be interconnected with the first coolant pump and/or the second coolant pump. The power converter can also be called the first power converter below. The power converter is in particular an inverter. They can be interconnected for example by contactors. The first coolant pump alone can therefore be fed by the power converter of the first coolant pump supply unit, or the second coolant pump alone can be fed or the first and second coolant pumps can be fed together.
In one embodiment of the drive, the second coolant pump supply unit has a further power converter which can be interconnected with the first coolant pump and/or the second coolant pump. The further power converter may also be referred to below as the second power converter. The further power converter is also in particular an inverter. They can be interconnected for example by contactors. The first coolant pump alone can be fed by the further power converter, in other words the power converter second coolant pump supply unit, or the second coolant pump alone can be fed or the first and second coolant pumps can be fed together.
In one embodiment of the drive, the first power converter and/or the further power converter is/are connected to a controller for data communication, wherein the controller is in particular highly available. One example of a high availability controller is a SIMATIC S7-400H. Redundancies can be generated by means of this kind of controller. The high availability controller has, for example, a first control subunit and a second control sub-unit, which are redundant.
PCT/EP2016/Ο71171 / 2015P19117WO
A drive with redundancy of a water-borne means of transport, such as a submarine or ship, has an electric motor, a first coolant pump, a second coolant pump, a first coolant pump supply unit and a second coolant pump supply unit. The first coolant pump supply unit is connected to a first control subunit and a second control sub-unit for data communication. The second coolant pump supply unit is connected to the first control sub-unit and the second control sub-unit for data communication. A redundancy can therefore be attained for control of the coolant pump supply units.
In one embodiment of the drive the first power converter is connected to the second power converter for data communication. In this way, for example, synchronization can be achieved.
In one embodiment of the drive the drive has an air cooling circuit, wherein a cooling device for cooling the air cooling circuit is provided. The coolant pumps are provided, for example, at least for cooling the cooling device, which is a heat exchanger.
In one embodiment of the drive, the drive has a Profinet to form a data communication link. The connection for data communication exists between the controller and the first coolant pump supply unit or the second coolant pump supply unit.
In one embodiment of the drive, the controller is a high availability controller, wherein the first control sub-unit and the second control sub-unit are integrated in the high availability controller.
PCT/EP2016/Ο71171 / 2015P19117WO
In one embodiment of the drive, the drive has a redundant bus connection as well as a redundant coolant pump supply unit. Therefore, the operational capability of the drive is significantly increased, and this can be advantageous in particular in a submarine.
In one embodiment of the drive, the drive has a first data cable between the first control sub-unit and the first coolant pump supply unit and a second data cable between the first control sub-unit and the second coolant pump supply unit, and a third data cable between the second control sub-unit and the first coolant pump supply unit, and a fourth data cable between the second control sub-unit and the second coolant pump supply unit.
In a water-borne means of transport, in particular a submarine or a ship, the operational capability thereof can be increased by installing a described drive.
In a method for operating a drive a redundant functioning data connection can be switched to, for example after an error has been detected in a data connection.
In a method for operating a drive, for example the first coolant pump and the second coolant pump can be operated with the first coolant pump supply unit.
In a method for operating a drive, for example the first coolant pump and the second coolant pump can be operated with the second coolant pump supply unit.
In a method for operating a drive, for example the first coolant pump and the second coolant pump can be operated
2016332501 20 Jun 2019 simultaneously with the first and second coolant pump supply units, and this leads to a hot redundancy.
Brief Description of the Drawings
The invention will be described below by way of example by the figures that follow, in which:
FIG 1 shows a drive with redundant cooling or with redundant coolant pump supply unit;
FIG 2 shows a drive with redundant data communication;
FIG 3 shows a drive with redundant cooling and redundant data communication;
FIG 4 shows a submarine with a drive and
FIG 5 shows a ship with a drive.
Detailed Description
The illustration in Figure 1 shows a drive 1 with redundant cooling or with redundant coolant pump supply units 6 and 7. The drive 1 has an electric motor 3, which can be operated for example by a motor or a generator. A first coolant pump 4 and a second coolant pump 5 are provided for cooling the electric machine 3. The coolant is for example a liquid. The first coolant pump 4 is in a first coolant circuit 46 for the electric machine 3. The second coolant pump 5 is in a second coolant circuit 45 for the electric machine 3. The first coolant pump 4 as well as the second coolant pump 5 each have an electric machine for driving, which is not shown separately in Fig. 1. The drive 1 has a first power converter 10 and a second power converter 11. The power converters 10 and 11 are in particular inverters or converters. The coolant pumps 4 and 5 are supplied with electrical energy by the power converters 10 and 11 via power cable 29. The first power converter 10 is connected to the first coolant pump 4 by a first main contactor 12 and a first circuit breaker 47. The second power converter 11 is connected to the second coolant pump 5 by a
AH26(22676141_1):TCW
PCT/EP2016/Ο71171 / 2015P19117WO second main contactor 13 and a second circuit breaker 48. The first power converter 10 is connected to the second coolant pump 5 by a first changeover contactor 14 and the second circuit breaker 48. The second power converter 11 is connected to the first coolant pump 4 by a second changeover contactor 15 and the first circuit breaker 47. The first main contactor 12 is in series with the first circuit breaker 47. The second main contactor 13 is in series with the second circuit breaker 48. The first changeover contactor 14 is between the first power converter 10 and a node 50. The node 50 is between the second main contactor 13 and the second circuit breaker 48.
The first main contactor 12 is in series with the first circuit breaker 47. The second changeover contactor 15 is between the second power converter 11 and a node 49. The node 49 is between the first main contactor 12 and the first circuit breaker 47. In this way, the first power converter 10 can be electrically connected to the first coolant pump 4 and/or to the second coolant pump 5. In this way, the second converter 11 can also be electrically connected to the second coolant pump 5 and/or to the first coolant pump 4. Therefore, the power converters 10 and 11 can be configured redundantly since both are capable of electrically supplying the coolant pumps 4 and 5.
The converters 10 and 11 can be connected for example by a communication link 28. This can for example be used for synchronization. The first power converter 10 is fed by a first pre-charging contactor 8. The second power converter 11 is fed by a second pre-charging contactor 9. The first power converter 10 and second power converter 11 are regulated and/or controlled by means of a controller 16. For this purpose, the first power converter 10 and the second power inverter 11 respectively is connected to the controller 16 for
PCT/EP2016/Ο71171 / 2015P19117WO data communication via a communication link 27, such as a communication cable.
The first coolant pump supply unit 6 has the first precharging contactor 8, the first power converter 10, the first main contactor 12, the first circuit breaker 47 and the first changeover contactor 14. The second coolant pump supply unit 7 has the second pre-charging contactor 9, the second converter 11, the second main contactor 13, the second circuit breaker 48 and second changeover contactor 15. The interconnection of main contactors 12, 13 and changeover contactors 14, 15 produces a circuit 51.
When a fault is detected in a coolant pump supply unit, the interconnection logic illustrated in FIG 1 makes it possible to switch the defective coolant pump supply unit line to the available coolant pump supply unit. The concept of the design of the supply units, in other words in particular the power converter, is implemented, for example, so redundant operation is ensured. Therefore, the first power converter 10 can be designed such that the first coolant pump 4 and the second coolant pump 5 can be operated at nominal power with this power converter. Therefore, the second power converter 11 can, however, also be designed such that the first coolant pump 4 and the second coolant pump 5 can be operated at nominal power with this power converter. Therefore, despite malfunctioning of a coolant pump activation, or a power converter, or a coolant pump supply unit 6, 7, the electric machine 3, in other words for example a traction motor of a submarine, is no longer restricted. The restriction would result, for example, due to inadequate cooling for a nominal operation of the traction motor or for operation of the traction motor at maximum power. The traction motor can for example also be a
PCT/EP2016/Ο71171 / 2015P19117WO traction motor of a ship, such as a container ship, a passenger ship, a frigate, a freighter or the like. The coolant pump supply unit 6, 7 is configured and implemented redundantly. Since there is not necessarily a reduction in the output power of the traction motor 3 in the event of malfunctioning of a coolant pump activation or coolant pump supply unit 6, 7, this results in a benefit in respect of an increased operational readiness of a water-borne means of transport.
The reference numerals used in FIG 1 are also used in the following descriptions of the further figures, with the same reference numerals being used for similar elements.
The illustration in FIG 2 shows a drive 1 with redundant data communication. Like FIG 1, FIG 2 shows a first coolant pump supply unit 6 and a second coolant pump supply unit 7, albeit in a somewhat schematic form. The coolant pump supply units 6 and 7 with an interconnection 51 (not shown in more detail in comparison to FIG 1) are connected to the coolant pumps 4 and 5 to cool the electric machine 3 by way of cooling circuits 45 and 46. The first coolant pump supply unit 6 has a first data connection 21 and a second data connection 25. The second coolant pump supply unit 7 also has a first data connection 22 and a second data connection 26. The controller 16, which is in particular a highly available or error-redundant controller has a first control sub-unit 17 and a second control sub-unit 18. The first control sub-unit 17 has a first data connection 19 and a second data connection 23. The second control subunit 18 has a first data connection 20 and a second data connection 24. The data connections of the control sub-units 17, 18 and the data connections of the coolant pump supply units 6, 7 are, in particular, bus connections, such as, for
PCT/EP2016/Ο71171 / 2015P19117WO example, a Profibus. The data connections 21 and 25 of the first coolant pump supply unit 6 are located, for example, on a power converter 10 of the coolant pump supply unit 6, as is shown in FIG. 1 The data connections 22 and 26 of the second coolant pump supply unit 7 are located, for example, on a power converter 11 of the coolant pump supply unit 6, as is shown in FIG 1. According to FIG 2, the following communication link 27 exists: between the first data connection 21 of the first coolant pump supply unit 6 and the first data connection 19 of the first control sub-unit
17; between the second data connection 25 of the first coolant pump supply unit 6 and the first data connection 20 of the second control sub-unit 18; between the first data connection 22 of the second coolant pump supply unit 7 and the second data connection 23 of the first control sub-unit 17 and between the second data connection 26 of the second coolant pump supply unit 7 and the second data connection 24 of the second control sub-unit 18.
Due to the redundant communication, the cooling capacity of the cooling circuit no longer fails completely with a loss of communication of a coolant pump supply unit 6 or 7 with the higher-level controller 16. Communication between the coolant pump supply units 6 and 7 and the controller 16 is maintained therefore. For this, the controller has in particular a first control sub-unit 17 and a second control sub-unit 18, which can both transmit data with the two coolant pump supply units 6 or 7 in each case. A communication error, in other words an error in data transmission between the controller 16 and the coolant pump supply unit 6 or 7, therefore no longer necessarily leads to a reduction in the maximum output power of the entire drive or electric motor 3. Consequently, there is therefore for example no longer a power limitation, which
PCT/EP2016/Ο71171 / 2015P19117WO for example would reduce the fields of application of a submarine .
The controller is for example a SIMATIC S7-400H, which communicates for example with two masterdrives as power converters 6 and 7, which each supply a pump 4 and 5 respectively. In the event of a fault in a cooling line, in other words in a coolant pump supply unit 5 or 6, the consequences for the entire drive 1 can be reduced. For example, an increase in the availability of the drive system on a submarine can be achieved without increasing the number of auxiliary units if for example two coolant pumps having two power converters had already been provided for cooling the electric motor for driving the propeller.
Due to the redundant bus connection for communication between two or more redundant coolant pump supply units 6, 7 and a higher-level controller 6, for example a S7-400H, significantly higher availability of the drive motor 3 is achieved in the event of a malfunction of the bus connection. The bus is for example a Profibus or Profinet. Therefore, for example the communication is switched to the functioning Profinet connections due to a fault detection in one of the redundant Profinet connections. When configuring and designing the Profinet connection, it can be ensured that failure of a communication line 27 does not impact the redundant communication line, and therefore there are no restrictions during operation. Unlimited functionality of the entire drive motor (electric motor) 3 can therefore be achieved in the event of failure or a fault in a communication link. The redundant bus connection between the coolant pump supply units 6, 7 and the higher-level controller 16 is used for this purpose. The operational capability of a water-borne
PCT/EP2016/Ο71171 / 2015P19117WO means of transport increases since in the event of a disruption in communication in a communication line, no inevitable reduction in the output power of the drive motor occurs .
The illustration in FIG 3 shows additional details compared to FIG 1. In addition, cooling devices 37 and 38 are introduced. The cooling device 37 has the coolant pump supply unit 6 and the coolant pump. 4 The cooling device 38 has the coolant pump supply unit 7 and the coolant pump 5. The first power converter 10 has a first data connection 21 and a second data connection 25. The second power converter 11 has a first data connection 22 and a second data connection 26. Similar to as shown in FIG 2, the controller 16 has a first control sub-unit 17 and a second control sub-unit 18. The control sub-units 17 and 18 are redundantly configured. The communication links take place via data cables. A first data cable 41 is between the first control sub-unit 17 and the first coolant pump supply unit 6, in particular the first power inverter 10. A second data cable 42 and is between the first control sub-unit 17 and the second coolant pump supply unit 7, in particular the second power converter 11. A third data cable 43 is between the second control sub-unit 18 and the first coolant pump supply unit 6, in particular the first power converter
10. A fourth data cable 44 is between the second control subunit 18 and the second coolant pump supply unit 7, in particular the second power converter. 11
The illustration in FIG 4 shows a U-boat 30 with an electric motor 3 for driving a propeller 33. The electric motor 3 can be cooled by a heat exchanger 32 by way of a coolant circuit 36. Coolant pumps 4 and 5 drive coolant circuits 34 and 35 respectively. The coolant pump supply units 6 and 7 associated
PCT/EP2016/Ο71171 / 2015P19117WO with the coolant pumps 4 and 5 are interconnected 51 so as to be redundant. A redundant coolant pump supply unit and/or a redundant communication can be implemented in the submarine 30 as described above. The drive 1 in FIG 4 can also be implemented in a ship.
The illustration in FIG 5 shows a ship 39 with an electric motor 3 for driving a propeller 33. The electric motor 3 can be cooled by coolant circuits 45 and 46. Coolant pumps 4 and 5 drive coolant circuits 45 and 46 respectively. The coolant pump supply units 6 and 7 associated with the coolant pumps 4 and 5 are interconnected 51 so as to be redundant. A redundant coolant pump supply unit and/or a redundant communication can be implemented in the ship 39 as described above. The drive 1 in FIG 5 can also be implemented in a submarine.
Claims (16)
1. A drive of a water-borne means of transport, the drive comprising:
an electric motor operably connected to a first coolant pump and a second coolant pump, a first coolant pump supply unit and a second coolant pump supply unit, each of the first and second coolant pump supply units being operably connected to both the first and second coolant pumps, and a first control sub-unit and a second control sub-unit, each of the first and second control sub-units being operably connected to both the first and second coolant pump supply units for data communication, wherein the first coolant pump can be operated by the first coolant pump supply unit or the second coolant pump supply unit and wherein the second coolant pump can be operated by the first coolant pump supply unit or the second coolant pump supply unit.
2. The drive as claimed in claim 1, wherein the first coolant pump supply unit has a first power converter, which can be interconnected with the first coolant pump and/or with the second coolant pump.
3. The drive as claimed in claim 2, wherein the second coolant pump supply unit has a further power converter which can be interconnected with the first coolant pump and/or the second coolant pump.
4. The drive as claimed in claim 3, wherein the first power converter and/or the further power converter are connected to a controller for data communication, wherein the controller is highly available.
5. The drive as claimed in any one of claims 3 or 4, wherein the first power converter is connected to the further power converter for data communication.
6. The drive as claimed in any one of claims 1 to 5, wherein the drive has an air cooling circuit, wherein a cooling device is provided for cooling the air cooling circuit.
7. The drive as claimed in any one of claims 1 to 6, having a Profinet to form a data communication link.
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2016332501 20 Jun 2019
8. The drive as claimed in any one of claims 1 to 7, wherein the first control sub-unit and the second control sub-unit are integrated in a high availability controller.
9. The drive as claimed in any one of claims 1 to 8, having a redundant bus connection and a redundant coolant pump supply unit.
10. The drive as claimed in any one of claims 1 to 9, having a first data cable between the first control sub-unit and the first coolant pump supply unit, having a second data cable between the first control sub-unit and the second coolant pump supply unit, having a third data cable between the second control sub-unit and the first coolant pump supply unit, and having a fourth data cable between the second sub-control and the second coolant pump supply unit.
11. A water-borne means of transport, wherein the water-borne means of transport has a drive as claimed in one of claims 1 to 10.
12. The water-borne means of transport according to claim 11, wherein the water-borne means of transport is a submarine or ship.
13. A method for operating a drive as claimed in one of claims 1 to 10, wherein a redundant functioning data connection is switched to after an error has been detected in a data connection.
14. A method for operating a drive as claimed in one of claims 1 to 10, wherein the first coolant pump and the second coolant pump are operated by the first coolant pump supply unit.
15. The method as claimed in claim 14, wherein the first coolant pump and the second coolant pump are operated by the second coolant pump supply unit.
16. A method for operating a submarine or a ship, wherein the submarine or ship has a drive as claimed in any one of claims 1 to 10 and a method for operating a drive as claimed in any one of claims 13 to 15 is used.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102015218896.5A DE102015218896B4 (en) | 2015-09-30 | 2015-09-30 | Drive for a waterborne means of transport |
| DE102015218896.5 | 2015-09-30 | ||
| PCT/EP2016/071171 WO2017055050A1 (en) | 2015-09-30 | 2016-09-08 | Drive for a water-borne means of transport |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| AU2016332501A1 AU2016332501A1 (en) | 2018-03-22 |
| AU2016332501B2 true AU2016332501B2 (en) | 2020-01-16 |
Family
ID=56940024
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| AU2016332501A Ceased AU2016332501B2 (en) | 2015-09-30 | 2016-09-08 | Drive for a water-borne means of transport |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP3341285B1 (en) |
| KR (1) | KR102143776B1 (en) |
| AU (1) | AU2016332501B2 (en) |
| DE (1) | DE102015218896B4 (en) |
| PL (1) | PL3341285T3 (en) |
| WO (1) | WO2017055050A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102016217436A1 (en) * | 2016-09-13 | 2018-03-15 | Siemens Aktiengesellschaft | Drive for a waterborne means of transport |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2014172153A1 (en) * | 2013-04-19 | 2014-10-23 | Imo Industries, Inc. | Intelligent sea water cooling system |
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| SE517976C2 (en) | 2000-04-27 | 2002-08-13 | Rolls Royce Ab | Arrangement at graft unit |
| US7018249B2 (en) | 2001-11-29 | 2006-03-28 | Siemens Aktiengesellschaft | Boat propulsion system |
| DE10243775B4 (en) * | 2002-09-20 | 2004-09-30 | Siemens Ag | Redundant cooling device for an electric submarine drive motor |
| US7371134B2 (en) | 2005-02-18 | 2008-05-13 | American Superconductor Corporation | Motor mount for azimuthing pod |
| DE202009015027U1 (en) * | 2009-11-04 | 2010-02-18 | Fischer Panda Gmbh | Device for controlling a vehicle |
| DE102011005983A1 (en) | 2011-03-23 | 2012-09-27 | Siemens Aktiengesellschaft | Electromotor for driving ship, has apertures which are opened and airflow to cooler is blocked so that ambient air of fan is sucked in through opened primary apertures, and is flown to stator winding through secondary aperture |
| KR20150010377A (en) * | 2013-07-19 | 2015-01-28 | 대우조선해양 주식회사 | Superconducting motor cooling system |
-
2015
- 2015-09-30 DE DE102015218896.5A patent/DE102015218896B4/en not_active Expired - Fee Related
-
2016
- 2016-09-08 PL PL16766513T patent/PL3341285T3/en unknown
- 2016-09-08 EP EP16766513.2A patent/EP3341285B1/en active Active
- 2016-09-08 KR KR1020187011696A patent/KR102143776B1/en active IP Right Grant
- 2016-09-08 WO PCT/EP2016/071171 patent/WO2017055050A1/en active Application Filing
- 2016-09-08 AU AU2016332501A patent/AU2016332501B2/en not_active Ceased
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2014172153A1 (en) * | 2013-04-19 | 2014-10-23 | Imo Industries, Inc. | Intelligent sea water cooling system |
Also Published As
| Publication number | Publication date |
|---|---|
| AU2016332501A1 (en) | 2018-03-22 |
| KR20180061260A (en) | 2018-06-07 |
| DE102015218896B4 (en) | 2017-05-04 |
| KR102143776B1 (en) | 2020-08-12 |
| DE102015218896A1 (en) | 2017-03-30 |
| WO2017055050A1 (en) | 2017-04-06 |
| PL3341285T3 (en) | 2019-12-31 |
| EP3341285B1 (en) | 2019-06-12 |
| EP3341285A1 (en) | 2018-07-04 |
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Legal Events
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| FGA | Letters patent sealed or granted (standard patent) | ||
| MK14 | Patent ceased section 143(a) (annual fees not paid) or expired |